Part 8 (2/2)

In the beginning of May came a bolt from the blue. The opportunities for another steamer in the Niagara River route had evidently attracted the attention of other people as well as ourselves. There had been rumors that Mr. R. G. Lunt, of Fredericton, New Brunswick, might bring his fast river steamer the _Rothesay_ up to Lake Ontario, or the St. Lawrence River. His route on the St. John River between Fredericton and St. John had been spoiled by recent railway construction; he was thus open for a new route.

Mr. Donald Macdonald of Toronto was his brother-in-law, so that he was not without local advice and influence. The announcement was now made that an arrangement had been come to between the _City of Toronto_ and the _Rothesay_ to run together on the Niagara route. The Hon. Frank Smith at once sent for Mr. Donald Milloy and was surprised to be told that the undertaking which had been made to run the _City of Toronto_ in connection with the _Chicora_, would not be fulfilled and that it was not binding on the owners of the steamer. Needless to say Mr. Smith was enraged, and bringing his hand down with a decisive smash declared that he would see them through various places for their perfidy.

[Ill.u.s.tration: The CHICORA on Lake Ontario page 94]

Mr. Donald Milloy was then leaseholder from the Freeland Bros. of the Yonge street dock, Toronto, and refused to allow us to have a berth in it. The Milloy Estate owned the dock at Niagara, and at first would not let us in but satisfactory arrangements were made.

Here we were within six weeks of the opening of business without either dock or partner.

Arrangements for our connection at Lewiston were next sought. The only dock was owned by Mr. George Cornell. This was the connecting point with the New York Central Railway whose station was in the Upper Town about a mile distant from the landing; the pa.s.sengers and baggage being transferred in the bus line run by Mr. Cornell. The _City_ had the exclusive rights of this dock at its upper end, close to the staircase, up and down which connection was made between the busses on the upper level and the steamers.

Cornell was not disinclined to favour the increased business which the new steamer would no doubt bring to his hotel and busses. We were thus enabled to lease the lower end of the dock, which was at once repaired and replenished, it not having been in use for many years--in fact, not since 1864-65, when all the large lake steamers were withdrawn and run down the rapids to be employed in service during the American Civil War.

Then began a permanent and friendly relation with the Cornells, father and son, which has been continued without a hitch or interruption through all these intervening years.

At Toronto, Mr. Donald Milloy still refused to allow us to run from his Yonge Street dock in connection with the other steamers, although we would have been very glad to do so. This dock is in many ways a much superior boating point than any other, but as the next best place we secured entry at the west side of Yonge Street at ”Mowat's Dock,” afterwards called ”Geddes' Dock,” and now the ”City Dock,” our berth being along the face fronting the bay.

Another bolt was now to come. All the details of our contract with the Canada Southern had been settled early in the spring, the doc.u.ments drawn and requiring only the signature of the President. Unfortunately at this juncture a change of control came and the Canada Southern pa.s.sed into the hands of the Michigan Central, and under another President, who, on being interviewed at Cleveland, was quite pleasant, sent for the contract, read it over, but said decisively that it had not been signed and there would be no contract! In his opinion it was not desirable to make a term of years contract, tying his company to any one boat, but under the special circ.u.mstances, agreed to give us a connection. I pointed out that we had gone to all the risk and expense and had brought the _Chicora_ down on the faith of that contract, but as he said he wouldn't adopt it, he was at once a.s.sured that we would work just as hard for expansion of the traffic and would earn and win his company's support, so we parted on friendly terms.

There was nothing else for it. We might just as well take it pleasantly for it was good to have even half a connection with one of the railways on the river. It certainly felt a disappointment not to have contract control of that section of the traffic, but one is disposed to think that it was for the best, and indeed has so proved. We have built our way up by providing, at the instance of the railways, all the requirements that that water traffic needs. It is better to deserve a route and hold it by efficient service for mutual advantage, trusting to just and amicable endeavor on both sides, rather than to the rigid terms of a formal contract.

The importance of the owners.h.i.+p of landing places had been so impressed by the recent events that I availed of an opportunity, which offered to purchase the dock and water lot at Queenston, although the traffic at that point was then so light that it could scarcely be considered a port of call.

This British port at the head of Lake Ontario navigation at this upper end of ”Queen's-ton” was the loyally-named co-relative and partner of ”King's Ton” at the lower end. Its glory had been great, but had long departed, leaving little but the noted ”Queenston Spring,” whose pure and running waters still pour perennially from the side of the bank alongside the dock.

The purchase did not at that time receive much approval by some, but fully justified itself later on, and was the first step in that policy of acquiring the wharf properties at all points on our route, which has ever since been consistently followed by the company.

As we had expected that our intended partner would provide us with railway connections on the river and with ticketing arrangements for foreign business, we had not done much except in local preparations. The ”City”

refused to present us to the railway companies and tendered the ”Rothesay”

as her partner, as the railway companies loyally stood by their old connection, we were left out to do the best we could on our own account.

We had now to prepare all these matters for ourselves, a pretty considerable work of organization, but with energy and much overtime it was at length pushed through. The main difficulty was in the railway connection via Lewiston, and beyond Buffalo, where the railways would neither accept tickets for us, nor issue tickets over us. The New York Central authorities determined to stand by their old connections with the ”City,” and would not have any dealings with us. The Hon. Frank Smith interviewed Mr. Tillinghart, who was Superintendent and in charge of the Central interests in this district, placing before him the position which had been antic.i.p.ated but had been disrupted, with the ”City,” but to no avail. It was a serious position and seemed well night unsurmountable. Some would have quailed and laid down.

The _Rothesay_ arrived. She proved to be quite an impressive looking boat, about 180 feet in length, good beam, very roomy decks and central cabin; a more commodious boat than the _City_. She was particularly well arranged as a ”day” boat and was reputed to have a high rate of speed, as she soon proved she had. The _Chicora_ shortly afterwards moved down the bay from the Northern docks to her station. The contrast between the two steamers was most noticeable, the _Rothesay_ with high walking beam engine and broad skimming dish appearance, with the sea-going ability, and double red funnels of the _Chicora_. It was evident that the main contest would be between these two boats.

The _City of Toronto_, as had for many years been usual, a custom coming down from the time when there were no railways around the head of the lake, opened the season on April 18th, leaving Toronto at 7 a.m., making only the one morning trip.

We had made our appointments in March, Captain Thomas Harbottle, the leading favorite of the Royal Mail Line, was placed in command. A ruddy-faced, jovial personage, with flowing Dundreary whiskers, inclining to grey, cordial manners, a good seaman, who held with ever-increasing respect and confidence the good-will of the Royal Mail Company and of the travelling public. Mr. J. Ellis, who had a good connection in Toronto and held full marine certificates, as captain on both Atlantic and Inland lakes, was appointed First Officer, and George Moore Chief Engineer. Alex.

Leach continued as Purser.

The bookstand and lunch counter on the steamer were leased to a young man then in the employ of Chisholm Brothers, the proprietors of the similar privileges on the Richelieu & Ontario, and River St. Lawrence steamers.

As steamers were added by us, T. P. Phelan grew with the line. Subsequently he was entrusted with all the catering for the company. From this he advanced to similar business at all the refreshment stations of the Grand Trunk and Grand Trunk Pacific Railways, so that now the Canada Railway News Co. (which is T. P. Phelan) is the largest news and catering company in Canada.

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